An interface system for connecting a vehicle and a transport climate control system

ABSTRACT

An interface system for connecting a vehicle and a transport climate control system (TCCS) is disclosed. The interface system includes a two-way communication interface that connects a vehicle electrical system (VES) controller and a TCCS controller. The interface system also includes a power interface that connects a vehicle energy source of the VES to the TCCS and a TCCS energy source of the TCCS to the VES. The two-way communication interface is configured to distribute a TCCS status from the TCCS controller to the VES controller, and is configured to distribute a VES status from the VES controller to the TCCS controller. The power interface is configured to distribute power from the vehicle energy source to the TCCS when a VES instruction is received, and distribute power from the TCCS energy source to the VES when a TCCS instruction is received.

FIELD

This disclosure relates generally to an electrically powered accessoryconfigured to be used with at least one of a vehicle, trailer, and atransport container. More specifically, the disclosure relates to atwo-way interface system for connecting a vehicle and an electricallypowered accessory that provides climate control within an internal spacemoved by the vehicle.

BACKGROUND

A transport climate control system is generally used to controlenvironmental condition(s) (e.g., temperature, humidity, air quality,and the like) within a climate controlled space of a transport unit(e.g., a truck, a container (such as a container on a flat car, anintermodal container, etc.), a box car, a semi-tractor, a bus, or othersimilar transport unit). The transport climate control system caninclude, for example, a transport refrigeration system (TRS) and/or aheating, ventilation and air conditioning (HVAC) system. The TRS cancontrol environmental condition(s) within the climate controlled spaceto maintain cargo (e.g., produce, frozen foods, pharmaceuticals, etc.).The HVAC system can control environmental conditions(s) within theclimate controlled space to provide passenger comfort for passengerstravelling in the transport unit. In some transport units, the transportclimate control system can be installed externally (e.g., on a rooftopof the transport unit, on a front wall of the transport unit, etc.).

SUMMARY

This disclosure relates generally to an electrically powered accessoryconfigured to be used with at least one of a vehicle, trailer, and atransport container. More specifically, the disclosure relates to atwo-way interface system for connecting a vehicle and an electricallypowered accessory.

In some embodiments, the electrically powered accessory can be atransport climate control system that provides climate control within aninternal space moved by the vehicle. In these embodiments, an interfacesystem for communicating with a vehicle and a transport climate controlsystem (TCCS) that provides climate control within an internal spacemoved by the vehicle is disclosed. The interface system includes atwo-way communication interface that interfaces with a vehicleelectrical system (VES) controller of a VES of the vehicle and a TCCScontroller of the TCCS. The interface system also includes a powerinterface that interfaces with a vehicle energy source of the VES to theTCCS. The two-way communication interface is configured to distribute aTCCS status from the TCCS controller to the VES controller, and isconfigured to distribute a VES status from the VES controller to theTCCS controller. The power interface is configured to distribute powerfrom the vehicle energy source of the VES to the TCCS when a VESinstruction, that is based on the TCCS status, is received from the VEScontroller.

In one embodiment, a method for interfacing between a vehicle and atransport climate control system (TCCS) that provides climate controlwithin an internal space moved by the vehicle is disclosed. The methodincludes a two-way communication interface communicating with a vehicleelectrical system (VES) controller of a VES of the vehicle. The methodalso includes the two-way communication interface communicating with aTCCS controller of the TCCS. The method further includes a powerinterface interfacing with a vehicle energy source of the VES. Also themethod includes the two-way communication interface distributing a TCCSstatus from the TCCS controller to the VES controller and/ordistributing a VES status from the VES controller to the TCCScontroller. The method also includes the power interface distributingpower from the vehicle energy source to the TCCS when a VES instruction,that is based on the TCCS status, is received from the VES controller.

In one embodiment, an interface system for communicating with a vehicleand an electrically powered accessory (EPA) is disclosed. The EPA isconfigured to be used with at least one of the vehicle, a trailer, and atransportation container. The interface system includes a two-waycommunication interface that interfaces with a vehicle electrical system(VES) controller of a VES of the vehicle and an EPA controller of theEPA. The interface system also includes a power interface thatinterfaces with a vehicle energy source of the VES to the EPA. Thetwo-way communication interface is configured to distribute an EPAstatus from the EPA controller to the VES controller, and is configuredto distribute a VES status from the VES controller to the EPAcontroller. The power interface is configured to distribute power fromthe vehicle energy source of the VES to the EPA when a VES instruction,that is based on the EPA status, is received from the VES controller.

In one embodiment, a method for interfacing between a vehicle and anelectrically powered accessory (EPA) is disclosed. The EPA is configuredto be used with at least one of the vehicle, a trailer, and atransportation container. The method includes a two-way communicationinterface communicating with a vehicle electrical system (VES)controller of a VES of the vehicle. The method also includes the two-waycommunication interface communicating with an EPA controller of the EPA.The method further includes a power interface interfacing with a vehicleenergy source of the VES. Also the method includes the two-waycommunication interface distributing an EPA status from the EPAcontroller to the VES controller and/or distributing a VES status fromthe VES controller to the EPA controller. The method also includes thepower interface distributing power from the vehicle energy source to theEPA when a VES instruction, that is based on the EPA status, is receivedfrom the VES controller.

BRIEF DESCRIPTION OF THE DRAWINGS

References are made to the accompanying drawings that form a part ofthis disclosure and which illustrate embodiments in which the systemsand methods described in this specification can be practiced.

FIG. 1A illustrates a side view of a van with a transport climatecontrol system, according to one embodiment.

FIG. 1B illustrates a side view of a truck with a transport climatecontrol system, according to one embodiment.

FIG. 1C illustrates a perspective view of a climate controlled transportunit, with a transport climate control system, attached to a tractor,according to one embodiment.

FIG. 1D illustrates a side view of a climate controlled transport unitwith a multi-zone transport climate control system, according to oneembodiment.

FIG. 1E illustrates a perspective view of a mass transit vehicleincluding a transport climate control system, according to oneembodiment.

FIG. 2 is a schematic illustration of an interface system between anaccessory power distribution unit (PDU), power sources, a vehicle and anelectrically powered accessory configured to be used with at least oneof a vehicle, trailer, and a transport container, according to oneembodiment.

FIG. 3A is a schematic illustration of an interface system between anelectrical supply equipment, an accessory PDU, a vehicle, and anelectrically powered accessory configured to be used with at least oneof a vehicle, a trailer, and a transport container, according to a firstembodiment.

FIG. 3B is a schematic illustration of an interface system between anelectrical supply equipment(s), an accessory PDU, a vehicle, and anelectrically powered accessory configured to be used with at least oneof a vehicle, a trailer, and a transport container, according to asecond embodiment.

FIGS. 4A-4C are flow charts illustrating a method for interfacingbetween a VES of a vehicle and an electrically powered accessory thatprovides climate control within an internal space moved by the vehicle,according to one embodiment.

FIG. 5 is a chart illustrating different priority levels for negotiabletasks/operations/loads, according to one embodiment.

Like reference numbers represent like parts throughout.

DETAILED DESCRIPTIONS

This disclosure relates generally to an electrically powered accessoryconfigured to be used with at least one of a vehicle, trailer, and atransport container. More specifically, the disclosure relates to atwo-way interface system for connecting a vehicle and an electricallypowered accessory that provides climate control within an internal spacemoved by the vehicle.

It is noted that: U.S. application Ser. No. ______, “SYSTEM AND METHODFOR MANAGING POWER AND EFFICIENTLY SOURCING A VARIABLE VOLTAGE FOR ATRANSPORT CLIMATE CONTROL SYSTEM,” (attorney docket no: 20420.0958US01);U.S. application Ser. No. ______, “TRANSPORT CLIMATE CONTROL SYSTEM WITHA SELF-CONFIGURING MATRIX POWER CONVERTER,” (attorney docket no:20420.0960US01); U.S. application Ser. No. ______, “OPTIMIZED POWERMANAGEMENT FOR A TRANSPORT CLIMATE CONTROL ENERGY SOURCE,” (attorneydocket no: 20420.0961US01); U.S. Provisional application Ser. No.______, “OPTIMIZED POWER DISTRIBUTION TO TRANSPORT CLIMATE CONTROLSYSTEMS AMONGST ONE OR MORE ELECTRIC SUPPLY EQUIPMENT STATIONS,”(attorney docket no: 20420.0964USP1); European Patent application Ser.No. ______, “PRIORITIZED POWER DELIVERY FOR FACILITATING TRANSPORTCLIMATE CONTROL,” (attorney docket no: 20420.0965EP01); U.S. applicationSer. No. ______, “TRANSPORT CLIMATE CONTROL SYSTEM WITH AN ACCESSORYPOWER DISTRIBUTION UNIT FOR MANAGING TRANSPORT CLIMATE CONTROLELECTRICALLY POWERED ACCESSORY LOADS,” (attorney docket no:20420.0966US01); U.S. application Ser. No. ______, “DEMAND-SIDE POWERDISTRIBUTION MANAGEMENT FOR A PLURALITY OF TRANSPORT CLIMATE CONTROLSYSTEMS,” (attorney docket no: 20420.0968US01); and U.S. applicationSer. No. ______, “OPTIMIZED POWER CORD FOR TRANSFERRING POWER TO ATRANSPORT CLIMATE CONTROL SYSTEM,” (attorney docket no: 20420.0969US01);all filed concurrently herewith on Sep. 9, 2019, and the contents ofwhich are incorporated herein by reference.

While the embodiments described below illustrate different embodimentsof a transport climate control system, it will be appreciated that theelectrically powered accessory is not limited to the transport climatecontrol system or a climate control unit (CCU) of the transport climatecontrol system. It will be appreciated that a CCU can be e.g., atransport refrigeration unit (TRU). In other embodiments, theelectrically powered accessory can be, for example, a crane attached toa vehicle, a cement mixer attached to a truck, one or more foodappliances of a food truck, a boom arm attached to a vehicle, a concretepumping truck, a refuse truck, a fire truck (with a power driven ladder,pumps, lights, etc.), etc. It will be appreciated that the electricallypowered accessory may require continuous operation even when thevehicle's ignition is turned off and/or the vehicle is parked and/oridling and/or charging. The electrically powered accessory can requiresubstantial power to operate and/or continuous and/or autonomousoperation (e.g., controlling temperature/humidity/airflow of a climatecontrolled space) on an as needed basis, independent of the vehicle'soperational mode.

It will be appreciated that the electrically powered accessory mayrequire continuous operation even when the vehicle's system enablingsignal is turned off and/or the vehicle is in e.g., a park mode, astandby mode, and/or a charging mode. It will be appreciated that thesystem enabling signal is configured to enable the high voltage (HV)system of the VES. When the vehicle's system enabling signal is on, HVsystem of the VES is enabled. As defined herein, “low voltage” refers toClass A of the ISO 6469-3 in the automotive environment, in particular,a maximum working voltage of between 0V and 60V DC or between 0V and 30VAC. As defined herein, “high voltage” refers to Class B of the ISO6469-3 in the automotive environment, in particular, a maximum workingvoltage of between 60V and 1500V DC or between 30V and 1000V AC. Theelectrically powered accessory can require substantial power to operateand/or continuous and/or autonomous operation (e.g., controllingtemperature/humidity/airflow of a climate controlled space) on an asneeded basis, independent of the vehicle's operational mode.

In many instances including during vehicle charging, the vehicle maylimit/disable power output to an ePTO or to auxiliary applications. Whenan electrically powered accessory (e.g., a climate control unitrequiring substantial power to operate) is associated with the vehicle,a load loss (e.g., produce, frozen foods, pharmaceuticals, etc. may notbe safe or fresh) could occur due to lack of power for running/operating(e.g., keeping the required temperature, humidity, airflow, etc.) theelectrically powered accessory. Embodiments disclosed herein can help toaddress e.g., load loss issues. For example, when an electric RVconnects to an Electric Vehicle Supply Equipment (EVSE) at a campsite,embodiments disclosed herein can help to enable prioritizing theelectrically powered accessory over the charging of the vehicle if theuser so desires. Embodiments disclosed herein can help e.g., to enableelectrically powered accessory use in e.g., a bus, when charging thebus, and can help to give priority for running HVAC, onboard powersockets for vacuums, lights, etc. when cleaning the bus.

FIG. 1A depicts a climate-controlled van 100 that includes a climatecontrolled space 105 for carrying cargo and a transport climate controlsystem 110 for providing climate control within the climate controlledspace 105. The transport climate control system 110 includes a climatecontrol unit (CCU) 115 that is mounted to a rooftop 120 of the van 100.The transport climate control system 110 can include, amongst othercomponents, a climate control circuit (not shown) that connects, forexample, a compressor, a condenser, an evaporator and an expansiondevice to provide climate control within the climate controlled space105. It will be appreciated that the embodiments described herein arenot limited to climate-controlled vans, but can apply to any type oftransport unit (e.g., a truck, a container (such as a container on aflat car, an intermodal container, a marine container, etc.), a box car,a semi-tractor, a bus, or other similar transport unit), etc.

The transport climate control system 110 also includes a programmableclimate controller 125 and one or more sensors (not shown) that areconfigured to measure one or more parameters of the transport climatecontrol system 110 (e.g., an ambient temperature outside of the van 100,an ambient humidity outside of the van 100, a compressor suctionpressure, a compressor discharge pressure, a supply air temperature ofair supplied by the CCU 115 into the climate controlled space 105, areturn air temperature of air returned from the climate controlled space105 back to the CCU 115, a humidity within the climate controlled space105, etc.) and communicate parameter data to the climate controller 125.The climate controller 125 is configured to control operation of thetransport climate control system 110 including the components of theclimate control circuit. The climate controller unit 115 may comprise asingle integrated control unit 126 or may comprise a distributed networkof climate controller elements 126, 127. The number of distributedcontrol elements in a given network can depend upon the particularapplication of the principles described herein.

The climate-controlled van 100 can also include a vehicle PDU 101, a VES102, a standard charging port 103, and/or an enhanced charging port 104(see FIGS. 3A and 3B for the detailed description about the standardcharging port and the enhanced charging port). The VES 102 can include acontroller (not shown). The vehicle PDU 101 can include a controller(not shown). In one embodiment, the vehicle PDU controller can be a partof the VES controller or vice versa. In one embodiment, power can bedistributed from e.g., an EVSE (not shown), via the standard chargingport 103, to the vehicle PDU 101. Power can also be distributed from thevehicle PDU 101 to an electrical supply equipment (ESE, not shown)and/or to the CCU 115 (see solid lines for power lines and dotted linesfor communication lines). In another embodiment, power can bedistributed from e.g., an EVSE (not shown), via the enhanced chargingport 104, to an ESE (not shown) and/or to the CCU 115. The ESE can thendistribute power to the vehicle PDU 101 via the standard charging port103. See FIGS. 2, 3A, and 3B for a more detailed discussion of the ESE.

FIG. 1B depicts a climate-controlled straight truck 130 that includes aclimate controlled space 131 for carrying cargo and a transport climatecontrol system 132. The transport climate control system 132 includes aCCU 133 that is mounted to a front wall 134 of the climate controlledspace 131. The CCU 133 can include, amongst other components, a climatecontrol circuit (not shown) that connects, for example, a compressor, acondenser, an evaporator and an expansion device to provide climatecontrol within the climate controlled space 131.

The transport climate control system 132 also includes a programmableclimate controller 135 and one or more sensors (not shown) that areconfigured to measure one or more parameters of the transport climatecontrol system 132 (e.g., an ambient temperature outside of the truck130, an ambient humidity outside of the truck 130, a compressor suctionpressure, a compressor discharge pressure, a supply air temperature ofair supplied by the CCU 133 into the climate controlled space 131, areturn air temperature of air returned from the climate controlled space131 back to the CCU 133, a humidity within the climate controlled space131, etc.) and communicate parameter data to the climate controller 135.The climate controller 135 is configured to control operation of thetransport climate control system 132 including components of the climatecontrol circuit. The climate controller 135 may comprise a singleintegrated control unit 136 or may comprise a distributed network ofclimate controller elements 136, 137. The number of distributed controlelements in a given network can depend upon the particular applicationof the principles described herein.

It will be appreciated that similar to the climate-controlled van 100shown in FIG. 1A, the climate-controlled straight truck 130 of FIG. 1Bcan also include a vehicle PDU (such as the vehicle PDU 101 shown inFIG. 1A), a VES (such as the VES 102 shown in FIG. 1A), a standardcharging port (such as the standard charging port 103 shown in FIG. 1A),and/or an enhanced charging port (e.g., the enhanced charging port 104shown in FIG. 1A), communicating with and distribute power from/to thecorresponding ESE and/or the CCU 133.

FIG. 1C illustrates one embodiment of a climate controlled transportunit 140 attached to a tractor 142. The climate controlled transportunit 140 includes a transport climate control system 145 for a transportunit 150. The tractor 142 is attached to and is configured to tow thetransport unit 150. The transport unit 150 shown in FIG. 1C is atrailer.

The transport climate control system 145 includes a CCU 152 thatprovides environmental control (e.g. temperature, humidity, air quality,etc.) within a climate controlled space 154 of the transport unit 150.The CCU 152 is disposed on a front wall 157 of the transport unit 150.In other embodiments, it will be appreciated that the CCU 152 can bedisposed, for example, on a rooftop or another wall of the transportunit 150. The CCU 152 includes a climate control circuit (not shown)that connects, for example, a compressor, a condenser, an evaporator andan expansion device to provide conditioned air within the climatecontrolled space 154.

The transport climate control system 145 also includes a programmableclimate controller 156 and one or more sensors (not shown) that areconfigured to measure one or more parameters of the transport climatecontrol system 145 (e.g., an ambient temperature outside of thetransport unit 150, an ambient humidity outside of the transport unit150, a compressor suction pressure, a compressor discharge pressure, asupply air temperature of air supplied by the CCU 152 into the climatecontrolled space 154, a return air temperature of air returned from theclimate controlled space 154 back to the CCU 152, a humidity within theclimate controlled space 154, etc.) and communicate parameter data tothe climate controller 156. The climate controller 156 is configured tocontrol operation of the transport climate control system 145 includingcomponents of the climate control circuit. The climate controller 156may comprise a single integrated control unit 158 or may comprise adistributed network of climate controller elements 158, 159. The numberof distributed control elements in a given network can depend upon theparticular application of the principles described herein.

In some embodiments, the tractor 142 can include an optional APU 108.The optional APU 108 can be an electric auxiliary power unit (eAPU).Also, in some embodiments, the tractor 142 can also include a vehiclePDU 101 and a VES 102 (not shown). The APU 108 can provide power to thevehicle PDU 101 for distribution. It will be appreciated that for theconnections, solid lines represent power lines and dotted linesrepresent communication lines. The climate controlled transport unit 140can include a PDU 121 connecting to power sources (including, forexample, an optional solar power source 109; an optional power source122 such as Genset, fuel cell, undermount power unit, auxiliary batterypack, etc.; and/or an optional liftgate battery 107, etc.) of theclimate controlled transport unit 140. The PDU 121 can include a PDUcontroller (not shown). The PDU controller can be a part of the climatecontroller 156. The PDU 121 can distribute power from the power sourcesof the climate controlled transport unit 140 to e.g., the transportclimate control system 145. The climate controlled transport unit 140can also include an optional liftgate 106. The optional liftgate battery107 can provide power to open and/or close the liftgate 106.

It will be appreciated that similar to the climate-controlled van 100,the climate controlled transport unit 140 attached to the tractor 142 ofFIG. 1C can also include a VES (such as the VES 102 shown in FIG. 1A), astandard charging port (such as the standard charging port 103 shown inFIG. 1A), and/or an enhanced charging port (such as the enhancedcharging port 104 shown in FIG. 1A), communicating with and distributepower from/to a corresponding ESE and/or the CCU 152. It will beappreciated that the charging port(s) 103 and/or can be on either thetractor 142 or the trailer. For example, in one embodiment, the standardcharging port 103 is on the tractor 142 and the enhanced charging port104 is on the trailer.

FIG. 1D illustrates another embodiment of a climate controlled transportunit 160. The climate controlled transport unit 160 includes amulti-zone transport climate control system (MTCS) 162 for a transportunit 164 that can be towed, for example, by a tractor (not shown). Itwill be appreciated that the embodiments described herein are notlimited to tractor and trailer units, but can apply to any type oftransport unit (e.g., a truck, a container (such as a container on aflat car, an intermodal container, a marine container, etc.), a box car,a semi-tractor, a bus, or other similar transport unit), etc.

The MTCS 162 includes a CCU 166 and a plurality of remote units 168 thatprovide environmental control (e.g. temperature, humidity, air quality,etc.) within a climate controlled space 170 of the transport unit 164.The climate controlled space 170 can be divided into a plurality ofzones 172. The term “zone” means a part of an area of the climatecontrolled space 170 separated by walls 174. The CCU 166 can operate asa host unit and provide climate control within a first zone 172 a of theclimate controlled space 166. The remote unit 168 a can provide climatecontrol within a second zone 172 b of the climate controlled space 170.The remote unit 168 b can provide climate control within a third zone172 c of the climate controlled space 170. Accordingly, the MTCS 162 canbe used to separately and independently control environmentalcondition(s) within each of the multiple zones 172 of the climatecontrolled space 162.

The CCU 166 is disposed on a front wall 167 of the transport unit 160.In other embodiments, it will be appreciated that the CCU 166 can bedisposed, for example, on a rooftop or another wall of the transportunit 160. The CCU 166 includes a climate control circuit (not shown)that connects, for example, a compressor, a condenser, an evaporator andan expansion device to provide conditioned air within the climatecontrolled space 170. The remote unit 168 a is disposed on a ceiling 179within the second zone 172 b and the remote unit 168 b is disposed onthe ceiling 179 within the third zone 172 c. Each of the remote units168 a,b include an evaporator (not shown) that connects to the rest ofthe climate control circuit provided in the CCU 166.

The MTCS 162 also includes a programmable climate controller 180 and oneor more sensors (not shown) that are configured to measure one or moreparameters of the MTCS 162 (e.g., an ambient temperature outside of thetransport unit 164, an ambient humidity outside of the transport unit164, a compressor suction pressure, a compressor discharge pressure,supply air temperatures of air supplied by the CCU 166 and the remoteunits 168 into each of the zones 172, return air temperatures of airreturned from each of the zones 172 back to the respective CCU 166 orremote unit 168 a or 168 b, a humidity within each of the zones 118,etc.) and communicate parameter data to a climate controller 180. Theclimate controller 180 is configured to control operation of the MTCS162 including components of the climate control circuit. The climatecontroller 180 may comprise a single integrated control unit 181 or maycomprise a distributed network of climate controller elements 181, 182.The number of distributed control elements in a given network can dependupon the particular application of the principles described herein.

It will be appreciated that similar to the climate-controlled van 100,the climate controlled transport unit 160 of FIG. 1D can also include avehicle PDU (such as the vehicle PDU 101 shown in FIG. 1A), a VES (suchas the VES 102 shown in FIG. 1A), a standard charging port (such as thestandard charging port 103 shown in FIG. 1A), and/or an enhancedcharging port (e.g., the enhanced charging port 104 shown in FIG. 1A),communicating with and distribute power from/to the corresponding ESEand/or the CCU 166.

FIG. 1E is a perspective view of a vehicle 185 including a transportclimate control system 187, according to one embodiment. The vehicle 185is a mass-transit bus that can carry passenger(s) (not shown) to one ormore destinations. In other embodiments, the vehicle 185 can be a schoolbus, railway vehicle, subway car, or other commercial vehicle thatcarries passengers. The vehicle 185 includes a climate controlled space(e.g., passenger compartment) 189 supported that can accommodate aplurality of passengers. The vehicle 185 includes doors 190 that arepositioned on a side of the vehicle 185. In the embodiment shown in FIG.1E, a first door 190 is located adjacent to a forward end of the vehicle185, and a second door 190 is positioned towards a rearward end of thevehicle 185. Each door 190 is movable between an open position and aclosed position to selectively allow access to the climate controlledspace 189. The transport climate control system 187 includes a CCU 192attached to a roof 194 of the vehicle 185.

The CCU 192 includes a climate control circuit (not shown) thatconnects, for example, a compressor, a condenser, an evaporator and anexpansion device to provide conditioned air within the climatecontrolled space 189. The transport climate control system 187 alsoincludes a programmable climate controller 195 and one or more sensors(not shown) that are configured to measure one or more parameters of thetransport climate control system 187 (e.g., an ambient temperatureoutside of the vehicle 185, a space temperature within the climatecontrolled space 189, an ambient humidity outside of the vehicle 185, aspace humidity within the climate controlled space 189, etc.) andcommunicate parameter data to the climate controller 195. The climatecontroller 195 is configured to control operation of the transportclimate control system 187 including components of the climate controlcircuit. The climate controller 195 may comprise a single integratedcontrol unit 196 or may comprise a distributed network of climatecontroller elements 196, 197. The number of distributed control elementsin a given network can depend upon the particular application of theprinciples described herein.

It will be appreciated that similar to the climate-controlled van 100,the vehicle 185 including a transport climate control system 187 of FIG.1E can also include a vehicle PDU (such as the vehicle PDU 101 shown inFIG. 1A), a VES (such as the VES 102 shown in FIG. 1A), a standardcharging port (such as the standard charging port 103 shown in FIG. 1A),and/or an enhanced charging port (e.g., the enhanced charging port 104shown in FIG. 1A), communicating with and distribute power from/to thecorresponding ESE and/or the CCU 192.

FIG. 2 is a schematic illustration of an interface system 200 between anaccessory power distribution unit (PDU), power sources, a vehicle and anelectrically powered accessory configured to be used with at least oneof a vehicle, trailer, and a transport container, according to oneembodiment. It will be appreciated that in one embodiment, the powersources described in FIG. 2 can be connected to and/or communicated withthe electrically powered accessory without the accessory PDU. It will beappreciated that a PDU can be a component (e.g., a relay and/or acontactor, etc.) that can be configured to control and/or distributepower flow.

The interface system 200 includes an accessory PDU 210. The accessoryPDU 210 includes a controller 215. The accessory PDU 210 can connect toand/or communicate with an electrical supply equipment (ESE) 220. TheESE 220 can be an EVSE, an EV charging station, a vehicle chargersystem, etc. The accessory PDU 210 can also connect to and/orcommunicate with a vehicle 230 and/or an electrically powered accessory240 configured to be used with at least one of the vehicle 230, atrailer, and a transport container. The accessory PDU 210 can enablefault monitoring and system protection, which can be used for protectingthe interface system 200 and can enable analytics and features whichallow for the electrically powered accessory 240 use to not void amanufacturer warranty of the vehicle 230.

It will be appreciated that the accessory PDU 210 can control the ESE220 (or other power sources such as the utility power, etc.) todistribute electrical power received from the ESE 220 (or other powersources such as the utility power, etc.) to a vehicle 230 through astandard charging port, to the electrically powered accessory 240,and/or to the accessory RESS (Rechargeable Energy Storage System) 241.The accessory PDU 210 can also control power sources (including powerfrom ePTO, utility power, a second ESE, etc.) to distribute electricalpower received from the power sources to the electrically poweredaccessory 240, and/or to the accessory RESS 241.

The ESE 220 includes an off-board charger 225. The off-board charger 225can be a direct current (DC) charger for fast charging.

The vehicle 230 includes a vehicle electrical system having an on-boardcharger 231 and a RESS 232. See, for example, U.S. Pat. No. 8,441,228(which is incorporated by reference in its entirety) for a descriptionof a vehicle electrical system. The vehicle electrical system canprovide electrical power to the electrical loads of the vehicle, and/orto charge or discharge the energy storage of the vehicle. The vehicle230 can be, for example, the climate-controlled van 100, theclimate-controlled straight truck 130, the tractor 142 with a climatecontrolled transport unit 140 attached to, the climate controlledtransport unit 160, and/or the vehicle 185 of FIGS. 1A-1E and/or arecreational vehicle (RV). The vehicle electrical system also includes apower distribution unit (PDU) 235. The PDU 235 can include a controller(not shown) configured to distribute electric power of the vehicleelectrical system to loads of the vehicle electrical system.

Electrical loads (to be powered) of the interface system 200 can includelow voltage (LV) DC loads such as solenoids, fans, compressor motors,controllers, battery chargers, etc. Electrical loads (to be powered) ofthe interface system 200 can also include high voltage (HV) DC loadssuch as fan motor, compressor motor, battery chargers, batteries, etc.Electrical loads (to be powered) of the interface system 200 can furtherinclude HV AC loads such as fan motor, compressor motor, batterychargers, On-Board Charger (OBC, which can be used as an accessoryinverter such as a bi-directional inverter, etc.), AC Power Module(ACPM), etc. Also Electrical loads (to be powered) of the interfacesystem 200 can include motors having power converters which can includeDC/DC converters and/or motor control inverters. ACPM can be a powerconverter used to take input of single-phase or three-phase AC power andcreate a DC power to feed the DC link. The ACPM can be contained withinthe electrically powered accessory 240 or the accessory PDU 210. ACPMcan also be a vehicle OBC for charging the vehicle RESS 232.

The electrically powered accessory 240 can include an accessory RESS241. The electrically powered accessory 240 can be, for example, thetransport climate control system 110, 132, 145, 162, and/or 187 of FIGS.1A-1E. The accessory RESS 241 can provide power to operate theelectrically powered accessory 240. The electrically powered accessory240 can include HV and/or LV loads including AC (single-phase and/orthree-phase) and/or DC loads. In one embodiment, AC power from the ESE220 can be converted to DC voltage via the accessory PDU 210, and thenconverted to AC voltage via the accessory PDU 210 to supply power toe.g., a three-phase AC driven CCU.

The accessory PDU 210 can also connect to and/or communicate with apower source 250, a utility power source 260, a marine and/or ferrypower source 270, a power source 280, and/or an auxiliary RESS 243. Thepower source 250 can be a solar power source, an auxiliary energy source(e.g., battery pack), an electric APU auxiliary energy storage, a fuelcell power source, and/or a liftgate energy storage, etc. The powersource 250 can connect to a converter 251, which in turn can connect tothe accessory PDU 210. It will be appreciated that the converter 251 canbe a part of the accessory PDU 210. The converter 251 can be abidirectional power converter. In some embodiments, the converter 251can be a DC to DC boost or buck converter. In some embodiments, theconverter 251 can also be a DC to AC inverter. The utility power source260 can provide single-phase alternating current (AC) and/or three-phaseAC power. The marine and/or ferry power source 270 can, for e.g.,convert energy carried by ocean waves, tides, salinity, and/or oceantemperature differences to generate electrical power. The power source280 can be a generator set (Genset) power source. The power source 280can also be a CCU power source engine (e.g., engine with electricgenerator and/or inverter and/or converter). The power source 280 canfurther be a micro-turbine with generator to provide electrical power.The power source 280 can be a combination of e.g., an electricalgenerator and an engine mounted together to form a single piece ofequipment that produces electrical power. In one embodiment, theauxiliary RESS 243 can be an electric auxiliary power unit (eAPU). Theelectrical power supplied from the marine and/or ferry power source 270,the power source 280, and/or the auxiliary RESS 243 can be AC and/or DCpower. The power source 280 can connect to an AC to DC converter (notshown) before connecting to the accessory PDU 210. The AC to DCconverter can be a rectifier. In one embodiment, the AC to DC convertercan be an ACPM active rectifier, with boost power factorcorrection/controller (PFC). In one embodiment, the AC to DC convertercan be bidirectional.

FIG. 2 shows power lines (solid lines) between/among the components andcommunication lines (dotted lines) between controller 215 and thecomponents (e.g., controllers of the components). It will be appreciatedthat the communication(s) between/among the components of FIG. 2 can beaccomplished wirelessly or through wire connection(s), through anysuitable communication media and/or using any suitable communicationprotocol(s).

It will be appreciated that energy can be a finite resource, especiallythe energy available in the RESS. Even an ESE (such as an EVSE) has alimited power and/or limited time/duration to provide power. In oneembodiment, optimizing the power in the system (e.g., optimizingdischarging or charging, optimizing operations of various components)can be implemented to manage the usage of the finite energy source(s).

It will also be appreciated that available energy (e.g., for the TCCSand/or VES) can be forecasted/predicted/estimated, even when theTCCS/VES is connected to ESE. For example, the ESE supply has a limitedpower given by the ESE equipment, and the charging duration can beforecasted based on the anticipated charging time. The anticipatedcharging time can be based on e.g., route data or determined by the user(e.g., driver, operator) by specifying a predetermined time/duration forcharging. Available energy (e.g., for the TCCS and/or VES) from the ESEcan be based on how much supply power from the ESE over time. Chargingcan help in the optimization of energy since energy is added to thesystem. In some embodiments, the accessory can dominate over vehiclecharging (e.g., ESE provides power to the accessory, which has a higherpriority level than charging the vehicle). In other embodiments, thepriority level for the power to be supplied to the accessory can bedecreased to allow the vehicle to charge better.

In operation, the ESE 220 can be configured to supply electrical power(or energy) for powering and/or charging the vehicle 230 (e.g., thevehicle electrical system of the vehicle 230) and/or the electricallypowered accessory 240, e.g. through the accessory PDU 210, viaconnectors (e.g., charging port, not shown). The electric power suppliedfrom the ESE 220 (and/or other power sources) can include alternatingcurrent (AC) and/or direct current (DC) power. The AC power can besingle-phase AC or three phase AC power. The DC power can be Low Voltage(LV) DC power (e.g., Class A) and/or High Voltage (HV) DC power (e.g.,Class B). The connectors can be any suitable connectors that supporte.g., Combined Charging System (CCS, guided by e.g., CharIN), CHAdeMO,Guobiao recommended-standard 20234, Tesla Supercharger, and/or otherEVSE standards. Typically the AC power and the DC power for fastcharging from the ESE 220 work exclusively. Embodiments disclosed hereincan enable supplying both the AC power and the DC power for fastcharging from the ESE 220, via e.g., the accessory PDU 210, to e.g.,supply power to the vehicle 230 and/or charge the vehicle RESS 232 withthe DC power and to operate the electrically powered accessory 240 withAC power.

It will be appreciated that the controller 215 of the accessory PDU 210can be a part of the controller of the electrical accessory 240. Thecontroller 215 can communicate with the vehicle 230, the vehicle RESS232, the OBC 231, the accessory RESS 241, the auxiliary RESS 243,intelligent power sources 280 such as a Genset, and/or the converter251.

The controller 215 is configured to manage power inputs from e.g., theESE 220 and/or other power sources such as a utility power source, etc.,and to prioritize and control power flows to the vehicle 230 and/or theelectrically powered accessory 240, etc.

The controller 215 can communicate with the ESE 220 using e.g.,powerline communications, Pulse Width Modulation (PWM) communications,Local Interconnect Network (LIN) communications, Controller Area Network(CAN) communications, and/or Pilot signal analog feedback, etc. tosupport e.g., CCS, CHAdeMO, Guobiao recommended-standard 20234, TeslaSupercharger, and/or other EVSE standards.

The communications between the controller 215 and the ESE 220 includee.g., a Control Pilot (CP) line and a Proximity Pilot (PP) line. The PPline is also known as Plug Present for determining status and capabilityof the charging port. The CP line can be used e.g., by the controller215 to indicate e.g., the charging level(s) of e.g., the vehicle 230and/or the electrically powered accessory 240, to initiate charging,and/or to communicate other information to the ESE 220. The ESE 220 canuse the CP line to detect e.g., the presence of the vehicle 230 and/orthe electrically powered accessory 240 e.g. via the accessory PDU 210,to communicate e.g., the maximum and/or minimum allowable chargingcurrent and/or voltage to the controller 215, and/or to control e.g.,the charging current and/or voltage, and/or to control the beginningand/or ending of charging. For example, in SAE J1772 (a North Americanstandard for electrical connectors for electric vehicles maintained bythe SAE International), the PWM duty cycle can set the current limit forpower delivery. The PP line can be used to prevent movement of thevehicle 230 and/or the electrically powered accessory 240 and toindicate e.g., the latch release button to the vehicle 230 and/or theelectrically powered accessory 240, e.g. via the accessory PDU 210. Itwill be appreciated that there can be a connector release switchconnected in the PP circuit, and pressing on the connector releaseswitch can modify the PP signal value to indicate the charging portbeing disconnected from the controllers on the PP line.

In one embodiment, the interface system 200 can include a user interfacedevice (not shown). The user interface device can be a mobile device(e.g., phone, computer, etc.) or a server. The user interface device canconnect to and/or communicate with the ESE 220 and the accessory PDU210. It will be appreciated that the communications from the ESE 220 tothe accessory PDU 210 can be sent to the user interface device. A usercan review the information from the ESE 220 and send request(s) and/orconfirmation(s) to the ESE 220 and/or the controller 215, to makeadjustment(s) and/or request(s) accordingly, via the user interfacedevice. The user interface device can be used to view charging rate (ofthe electric power), perform payment authorization, etc., and/or cantrack how much electrical power goes to the vehicle 230 and/or to theelectrically powered accessory 240, and/or split payment billing, etc.

The controller 215 can communicate with a controller (not shown, e.g.,the controller 125, 135, 156, 180, and/or 195 of FIGS. 1A-1E) of theelectrically powered accessory 240. In one embodiment, the controller215 can be integrated with the controller (e.g., the controller 125,135, 156, 180, and/or 195 of FIGS. 1A-1E) of the electrically poweredaccessory 240. In one embodiment, the electrically powered accessory 240can include sensors (e.g., temperature, pressure, voltage, current,battery status, and/or battery charging level sensor, etc.). Theelectrically powered accessory 240 can communicate the status (e.g.,status of the sensors and/or charge status) to the controller 215. Inanother embodiment, the controller 215 can include sensors (e.g.,temperature, pressure, voltage, current, battery status, and/or batterycharging level sensor, etc.). The controller 215 can communicate andrequest the status (e.g., status of the sensors and/or charge status) tothe electrically powered accessory 240. If the electrically poweredaccessory 240 indicates that electric power is needed to power and/or tocharge the electrically powered accessory 240 (e.g., the accessory RESS241), the controller 215 can e.g., control the accessory PDU 210 todistribute power (AC and/or DC) received from the ESE 220 (and/or otherpower sources) to the electrically powered accessory 240.

The controller 215 can communicate with a PDU 235 of the vehicle 230.The PDU 235 can include a controller (not shown). In one embodiment, thevehicle 230 can include sensors (e.g., temperature, location, pressure,voltage, current, battery status, and/or battery charging level sensor,etc.). The sensors can sense e.g., an ambient temperature, a temperatureof a user's (e.g., a driver's) space/seat, a temperature of the vehicleRESS 232, a location of the vehicle, an ambient pressure,voltage/current of a VES circuit, a charging level of the vehicle RESS,etc. The vehicle 230 can communicate the status (e.g., status of thesensors and/or charge status) to the controller 215. In anotherembodiment, the controller 215 can include sensors (e.g., temperature,location, pressure, voltage, current, battery status, and/or batterycharging level sensor, etc.). The sensors can sense e.g., an ambienttemperature, a temperature of a climate controlled space of theelectrically powered accessory, a temperature of the accessory RESS, alocation of the electrically powered accessory, an ambient pressure,discharge/suction pressure of a compressor of the electrically poweredaccessory, voltage/current of an electrically powered accessory circuit,a charging level of the accessory RESS, etc. The controller 215 cancommunicate the status (e.g., status of the sensors and/or chargestatus) to the vehicle 230. It will be appreciated that the controller215 can communicate messages to the vehicle 230 for the vehicle 230 tooperate in a proper system operational mode. The status can be modified.For example, when the vehicle 230 is fully charged and ready to drive,but the controller 215 determines that the electrical accessory 240still requires attention, the controller 215 can prevent the vehicle 230from disconnecting and driving away. If the vehicle 230 indicates thatelectric power is needed to charge the vehicle 230, the controller 215can control the accessory PDU 210 to distribute power (AC and/or DC)received from the ESE 220 (and/or other power sources) to the vehicle230 to provide power to the on-board charger 231 and/or to charge theRESS 232.

The controller 215 can communicate the information received from the ESE220 (and/or other power sources) to the vehicle 230 (e.g., the PDU 235).The vehicle 230 can initiate/request charging from the ESE 220, e.g.,via the controller 215 and the CP line.

The controller 215 can obtain sensed data (via the sensors) for thepower inputs, monitor power usage, and communicate with all energysources to balance power (e.g., to balance charging level betweenvehicle RESS and accessory RESS, etc.). The controller 215 can havetelematics capability. Data can be shared over telematics to coordinateand perform data analytics on the power usage of the systems (and/orenable a priority mode to supply power to power demands with a higherpriority level). In some embodiments, the controller 215 can drive thedoor interlock (to prevent the vehicle and/or the electrically poweredaccessory from moving, for example, when the door is open), statuslights for charging, and/or the lock on the connector.

It will be appreciated that power demand/request from the electricallypowered accessory 240 (e.g., for powering the transport climate controlsystem to keep the cargo (e.g., produce, frozen foods, pharmaceuticals,etc.) safe and/or fresh) can have a higher priority level (e.g., thecargo is regulated by government bodies or of high economic value) thanpower demand/request from the vehicle 230 (e.g., for charging thevehicle 230). See FIG. 5 for examples of different priority levels. Itwill be appreciated that the electrical accessory can obtain energy froma source such as the vehicle and/or the accessory auxiliary RESS. Assuch, the controller 215 can control the accessory PDU 210 to distributepower (AC and/or DC) received from the ESE 220 (and/or other powersources) to the electrically powered accessory 240 first, and then tothe vehicle 230 if the higher priority power demand from theelectrically powered accessory 240 is satisfied. It will be appreciatedthat satisfying the higher priority power demand (e.g., for high valuecargo) from the electrically powered accessory 240 may cause the vehicleto be operate in a “reduced operation mode” (e.g., a “limp home” modewhere the vehicle is commanded to reduce maximum speed) when e.g., thetotal energy available is not sufficient to satisfy both the higherpriority power demand from the electrically powered accessory 240 andthe power demand from the vehicle (e.g., for driving at a full/maximumspeed). It will be appreciated that lowering/reducing the amount ofpower over time (e.g., in the “reduced operation mode”) can help tooptimize the usage of the finite energy source. In some embodiments,power demand/request from the vehicle 230 can have a higher prioritylevel than power demand/request from the power demand/request from theelectrically powered accessory 240. As such, the controller 215 cancontrol the accessory PDU 210 to distribute power (AC and/or DC)received from the ESE 220 (and/or other power sources) to the vehicle230 first, and then to the electrically powered accessory 240 if thehigher priority power demand from the vehicle 230 is satisfied.

It will also be appreciated that the controller 215 can control theaccessory PDU 210 to distribute power (AC and/or DC) received from theESE 220 (and/or other power sources) to the vehicle 230 and to theelectrically powered accessory 240 simultaneously (e.g., AC power (orone power input) to the electrically powered accessory 240 and DC power(or another power input) to the vehicle 230, or vice versa, if one typeof power (AC or DC) and/or one power input (e.g., ESE, utility power,etc.) is sufficient to satisfy the higher priority power demand). Itwill further be appreciated that the priority level of the power demandcan be predetermined or determined by a user and communicated to thecontroller 215. Also it will be appreciated that the priority level canbe overridden by e.g., feedback from a human machine interface (HMI) toforce certain operational modes.

The controller 215 can communicate with the converter 251 to exchangeoperational information regarding e.g., power performance, for example,voltages and/or currents and/or operational levels such as the speedsetpoint of the compressor converter drive.

The controller 215 can communicate with the power source 280 (e.g.,Genset) to communicate power performance and operation, for example, themaximum power capability of the Genset (which can change depending onoperational area, such as operational speed limitations in particularareas) and/or power supplied including voltage, current, and/orfrequency. The controller 215 can command the Genset on and the powerlevel the Genset can operate at.

The controller 215 can communicate with the Auxiliary RESS 243 tocommunicate power capability (e.g., available voltage and/or current),state/status of charge, and/or priority level of charging the AuxiliaryRESS 243. It will be appreciated that the state/status of charge of theAuxiliary RESS 243 can be used by the controller 215 to preventovercharge (e.g., to run TRU if needed since overcharging can causedamages, and if necessary the Auxiliary RESS 243 can be used to crosscharge the vehicle to prevent possible battery damages) and/or preventundercharge of the Auxiliary RESS 243.

It will be appreciated that the communication can be conducted via e.g.,powerline communications, Pulse Width Modulation (PWM) communications,Local Interconnect Network (LIN) communications, Controller Area Network(CAN) communications, and/or any other suitable communications.

FIG. 3A is a schematic illustration of an interface system 300 betweenan electrical supply equipment, an accessory PDU 310, a vehicle, and anelectrically powered accessory 340 configured to be used with at leastone of a vehicle, a trailer, and a transport container, according to afirst embodiment. FIG. 3B is a schematic illustration of an interfacesystem 301 between electrical supply equipment(s) 320, 395, an accessoryPDU 310, a vehicle, and an electrically powered accessory 340 configuredto be used with at least one of a vehicle, a trailer, and a transportcontainer, according to a second embodiment.

It will be appreciated that in one embodiment, the interface systems 300and 301 can be between the vehicle and the electrical accessory withoutthe accessory PDU.

As shown in FIG. 3A, the accessory PDU 310 can connect to and/orcommunicate with an ESE (not shown), through an enhanced charging port311. The enhanced charging port 311 can be any suitable charging port incompliance with one or more of the CCS, CHAdeMO, Guobiaorecommended-standard 20234, Tesla Supercharger, and/or other EVSEstandards, with portions or all of the communication/control pins and/orAC and/or DC power supply pins (from one of more of the different EVSEstandards) populated/enabled. The accessory PDU 310 can be e.g., theaccessory PDU 210 of FIG. 2. The ESE can be the ESE 220 of FIG. 2. Theaccessory PDU 310 can connect to and/or communicate with an AC powersource 312. The AC power source 312 can be the power source 250, theutility power source 260, the marine and/or ferry power source 270, thepower source 280, and/or the auxiliary RESS 243 of FIG. 2 or any othersuitable power source.

The accessory PDU 310 can control the ESE to distribute electrical powerreceived from the ESE to a vehicle (not shown, e.g., the vehicle 230 ofFIG. 2) through a standard charging port 313, to the electricallypowered accessory 340, and/or to the accessory RESS 341. The standardcharging port 313 can be any suitable charging port in compliance withCCS, CHAdeMO, Guobiao recommended-standard 20234, Tesla Supercharger,and/or other EVSE standards. The electrically powered accessory 340 canbe the electrically powered accessory 240 of FIG. 2. The accessory RESS341 can be the accessory RESS 241 of FIG. 2. The accessory PDU 310 canalso control the AC power source 312 to distribute electrical powerreceived from the AC power source 312 to the vehicle through thestandard charging port 313, to the electrically powered accessory 340,and/or to the accessory RESS 341.

The accessory RESS 341 can be controlled (e.g., by the controller of theaccessory PDU 310) to supply electrical power to the electricallypowered accessory 340.

The ESE can be configured to lock and monitor (e.g., prevent movementof) the vehicle and/or the electrically powered accessory 340 via theaccessory PDU 310 through e.g., the PP line of the enhanced chargingport 311.

The accessory PDU 310 can monitor the maximum and/or minimum allowablecharging current and/or voltage from the ESE and/or the AC power source312, to distribute power from the ESE and/or the AC power source 312 tothe vehicle, the electrically powered accessory 340, and/or theaccessory RESS 341, based on the priority level of the powerdemand/request from the vehicle (and/or from a user), the electricallypowered accessory 340, and/or the accessory RESS 341. For example, theaccessory PDU 310 can include a parameter that sets the maximumallowable charging current. The electrically powered accessory 340 (whenhaving a higher priority power demand) can obtain power supply frome.g., the accessory PDU 310 when the vehicle is using power sources foroperation (e.g., charging, driving, etc.). In the embodiment of FIG. 3A,the controller of the accessory PDU 310 can be the main/mastercontroller (for the ESE 320) of the interface system 300.

In FIG. 3A, it is the accessory PDU 310 that controls the ESE todistribute power to the vehicle and/or to the electrically poweredaccessory 340, based on e.g., a priority level of the power demand fromthe vehicle and/or a priority level of the power demand from theelectrically powered accessory 340. In FIG. 3B, it is the vehicle (e.g.,PDU of the vehicle) that controls the ESE to charge the vehicle and/orto distribute power to the electrically powered accessory via e.g.,ePTO. In FIG. 3B, the vehicle (not shown, e.g., the vehicle 230 of FIG.2) can connect to and/or communicate with the ESE 320, through thestandard charging port 313, via the vehicle PDU 335. In someembodiments, the ESE 320 can be the ESE 220 of FIG. 2. In someembodiments, the vehicle PDU 335 can be the vehicle PDU 235 of FIG. 2.

In the embodiment of FIG. 3B, the ESE 320 can be configured to supplyelectrical power (or energy) for charging the vehicle (e.g., a vehicleelectrical system of the vehicle) via the standard charging port 313.The electric power supplied from the ESE 320 can include alternatingcurrent (AC) and/or direct current (DC) power. The AC power can besingle-phase AC or three phase AC power. The DC power can be Low Voltage(LV) DC power (e.g., Class A) and/or High Voltage (HV) DC power (e.g.,Class B).

The PDU 335 can communicate with the ESE 320 using e.g., powerlinecommunications, Pulse Width Modulation (PWM) communications, LocalInterconnect Network (LIN) communications, Controller Area Network (CAN)communications, and/or Pilot signal analog feedback, etc. to supporte.g., CCS, CHAdeMO, Guobiao recommended-standard 20234, TeslaSupercharger, and/or other EVSE standards.

The communications between the PDU 335 and the ESE 320 include e.g., aCP line and a PP line. The CP line can be used e.g., by the PDU 335 toindicate e.g., the charging level(s) of e.g., the vehicle, to initiatecharging, and/or to communicate other information to the ESE 320. TheESE 320 can use the CP line to detect e.g., the presence of the vehicle,to communicate e.g., the maximum and/or minimum allowable chargingcurrent and/or voltage to the PDU 335, and/or to control e.g., thecharging current and/or voltage, and/or to control the beginning and/orending of charging. The PP line can be used (e.g., between the ESE 320and a vehicle controller) to prevent movement of the vehicle and toindicate e.g., the latch release button to the vehicle.

The vehicle PDU 335 can communicate with a controller (not shown, e.g.,the controller 215 of FIG. 2) of the accessory PDU 310. The controllerof the accessory PDU 310 can determine the status (e.g., status of thesensors (e.g., temperature, location, pressure, voltage, current,battery status, and/or battery charging level sensor, etc.) and/orcharge status) of the electrically powered accessory 340 and/or theaccessory RESS 341. The sensors can sense e.g., an ambient temperatureoutside the vehicle, a temperature of a climate controlled space of theelectrically powered accessory, a temperature of the accessory RESS, alocation of the electrically powered accessory, an ambient pressureoutside the vehicle, discharge/suction pressure of a compressor of theelectrically powered accessory, voltage/current of an electricallypowered accessory circuit, a charging level of the accessory RESS, etc.

In some embodiments, it will be appreciated that power demand/requestfrom the electrically powered accessory 340 and/or the accessory RESS341 (e.g., for powering the transport climate control system to keep thecargo (e.g., produce, frozen foods, pharmaceuticals, etc.) safe and/orfresh) can have a higher priority level than the power demand/requestfrom the vehicle (e.g., for charging the vehicle). As such, controllerof the accessory PDU 310 can request an electric power take-off (ePTO)to be enabled by the vehicle PDU 335, based on the priority level of thepower demand/request from the electrically powered accessory 340 and/orthe accessory RESS 341 (e.g., when such priority level is higher thanthe priority level of the power demand from the vehicle). ePTO can bedefined as e.g., taking electrical power from a power source andtransmitting the electrical power to an application such as an attachedimplement or separate machines, via electric mechanisms. In otherembodiments, the electrically powered accessory 340 and/or the accessoryRESS 341 can have a lower priority level than the power demand/requestfrom the vehicle (e.g., for charging the vehicle). In yet some otherembodiments, the priority level between the electrically poweredaccessory 340 and/or the accessory RESS 341 at one end and the powerdemand/request from the vehicle at the other end can vary based on avariety of factors including, for example, cargo being stored.

In the embodiment of FIG. 3B, the controller of the PDU 335 can be themain/master controller (for the ESE 320) of the interface system 301. IfePTO is enabled, when for e.g., the vehicle is charging by the ESE 320via the standard charging port 313, the power (a portion or all) fromthe ESE 320 can be taken and transmitted to the electrically poweredaccessory 340 and/or the accessory RESS 341, via the accessory PDU 310.The ePTO can be disabled by the PDU 335 if there is no powerdemand/request from the electrically powered accessory 340 and/or theaccessory RESS 341, and/or the priority level of the powerdemand/request from the electrically powered accessory 340 and/or theaccessory RESS 341 is not higher than the priority level of the powerdemand from the vehicle.

The accessory PDU 310 can connect to and/or communicate with an AC powersource 360. The AC power source 360 can be the power source 250, theutility power source 260, the marine and/or ferry power source 270, thepower source 280, and/or the auxiliary RESS 243 of FIG. 2 or any othersuitable power source.

The accessory PDU 310 can connect to and/or communicate with another ESE395. The ESE 395 can be the ESE 220 of FIG. 2. The accessory PDU 310 cancontrol the ESE 395 and/or the AC power source 360 to distributeelectrical power received from the ESE 395 and/or the AC power source312 to the electrically powered accessory 340 and/or to the accessoryRESS 341. The accessory PDU 310 can also control the electricallypowered accessory 340 to distribute electrical power to the accessoryRESS 341 (e.g., charging the accessory RESS 341), and/or control theaccessory RESS 341 to distribute electrical power to the electricallypowered accessory 340 (e.g., operating/running the electrically poweredaccessory 340).

FIGS. 4A-4C are flow charts illustrating a method for interfacingbetween a VES of a vehicle and an electrically powered accessory thatprovides climate control within an internal space moved by the vehicle,according to one embodiment.

While the embodiments described below illustrate different embodimentsof an electrically powered accessory using a TCCS as an example, it willbe appreciated that the electrically powered accessory is not limited toa climate control unit (CCU) of a transport climate control system. Inother embodiments, the electrically powered accessory can be, forexample, a crane attached to a vehicle, a cement mixer attached to atruck, one or more food appliances of a food truck, etc. It will beappreciated that in the embodiments disclosed herein, when a TCCS isreferred to, it can also refer to an electrically powered accessory.

It will be appreciated that interfacing can be achieved by, e.g., aninterface system for connecting the vehicle and the electrically poweredaccessory (e.g., the TCCS). The interface system can include a two-way(bi-directional, from the vehicle to the TCCS and/or from the TCCS tothe vehicle) communication interface (CI) that connects a VES controllerof the VES of the vehicle and a TCCS controller of the TCCS. The VEScontroller can be, e.g., a controller of the PDU 235 and/or a controllerof the vehicle 230 of FIG. 2 and/or a battery management system (BMS)controller. The TCCS controller can be, e.g., the controller 215 and/ora controller of the electrical accessary 240 of FIG. 2. The two-waycommunication interface can be configured to distribute a TCCS statusfrom the TCCS controller to the VES controller, and can be configured todistribute a VES status from the VES controller to the TCCS controller.The two-way communication interface can utilize any suitablecommunications including powerline communications, Pulse WidthModulation (PWM) communications, Local Interconnect Network (LIN)communications, Controller Area Network (CAN) communications, and/orPilot signal analog feedback, etc. The two-way communication interfacecan utilize any suitable communications including wired and/or wireless,analog and/or digital communications. In one embodiment, the two-waycommunication interface can include communications over telematics. TheTCCS can include sensors (e.g., temperature, pressure, voltage, current,battery status, and/or battery charging level sensor, etc.). The TCCScan communicate the status (e.g., status of the sensors and/or chargestatus) to the TCCS controller so that the TCCS controller can determinea TCCS status (e.g., power demand/request for an operation of the TCCS,power availability of the TCCS, charging level of the TCCS energystorage, etc.). The VES can include sensors (e.g., temperature,pressure, voltage, current, battery status, and/or battery charginglevel sensor, etc.). The VES can communicate the status (e.g., status ofthe sensors and/or charge status) to the VES controller so that the VEScontroller can determine a VES status (e.g., power demand/request for anoperation of the VES, power availability of the VES, charging level ofthe VES energy storage, etc.). It will be appreciated that the CI caninclude the VES controller, the vehicle PDU controller, the TCCScontroller, the BMS controller, the accessory PDU controller, thecomponents (e.g., vehicle sensors, TCCS sensors, etc.) that communicatewith the controller(s), and/or the communication lines, etc.

It will be appreciated that power sources (e.g., rechargeable powersources) have electrical energy, and can provide electrical power(energy over time) to run electrical components. Energy needed for aTCCS operation can be predicted based on forecasted power requirements.For example, a TCCS operation can be maintaining the temperature of acargo to be at or below a setpoint temperature for a determined periodof time (e.g., from the start of the delivery of the cargo to the end ofthe delivery or to the next nearest charging station). Powerrequirements for such operation can be predicted based on, e.g., theTCCS operational parameters, temperature control settings (e.g., tighttemperature control, lower setpoint temperature, loose temperaturecontrol, etc.), road/route conditions (e.g., uphill, downhill, altitude,elevation, traffic information, etc.), and/or ambient temperature, etc.The amount of power/energy provided by the power sources of the TCCS mayor may not be sufficient to satisfy the power demand of the TCCSoperation. Similarly, energy needed for a VES operation can be predictedbased on forecasted power requirements. For example, a VES operation canbe driving the vehicle at/above/below a certain speed to pass apredetermined distance (e.g., railroad track, a high speed highway,etc.). Power requirements for such operation can be predicted based on,e.g., the road/route conditions (e.g., uphill, downhill, altitude,elevation, traffic information, etc.), the speed requirement, the weightof the vehicle and/or the cargo, etc. The amount of power/energyprovided by the power sources of the VES may or may not be sufficient tosatisfy the power demand of the VES operation.

The TCCS status can include one or more of power demand (how much poweris needed) for an operation of the TCCS, power availability of the powersources of the TCCS, charging level of the TCCS rechargeable energystorage, priority level of the TCCS operation, route/road information,TCCS sensor sensed data, allocation of power, etc. The VES status caninclude one or more of power demand (how much power is needed) for anoperation of the VES, power availability of the power sources of theVES, charging level of the VES rechargeable energy storage, prioritylevel of the VES operation, route/road information, VES sensor senseddata, allocation of power, etc. It will be appreciated that the TCCSstatus and/or the VES status can be communicated to a user interface(wirelessly or via wire) to inform a user (driver, operator, etc.). Forexample, the user interface can display TCCS run-time remaining (basedon the available power from the power sources of the TCCS and/or theTCCS operational parameters) and/or the vehicle run-time remaining tothe user as e.g., X hours Y minutes.

It will also be appreciated that the interface system can include apower interface (PI) that connects a vehicle energy source of the VES tothe TCCS and connects a TCCS energy source of the TCCS to the VES. Thepower interface can be two-way power interface. The power interface canbe configured to distribute power from the vehicle energy source of theVES to the TCCS when a VES instruction (e.g., indicating providing powerto the TCCS, etc.), that is based on the TCCS status (the amount ofpower needed (which can be determined by the TCCS controller based one.g., the TCCS operational parameters, temperature control settings,etc.), the priority level of the TCCS operation, etc. for e.g.,determining whether the VES has enough power and whether the TCCS or theVES operation has a higher priority level, etc.), is received from theVES controller, and can be configured to distribute power from the TCCSenergy source to the VES when a TCCS instruction (e.g., indicatingproviding power to the VES, etc.), that is based on the VES status (theamount of power needed, the priority level of the VES operation, etc.for e.g., determining whether the TCCS has enough power and whether theTCCS or the VES operation has a higher priority level, etc.), isreceived from the TCCS controller. It will be appreciated that PI caninclude the VES power sources, the TCCS power sources, the vehicle PDU,the accessory PDU, the components (e.g., compressor, fan(s), RESS, etc.)that powered by the power source(s), and/or the power lines, etc.

It will be further appreciated that when the power interface isconfigured to distribute power from the vehicle energy source of the VESto the TCCS, the VES controller is configured to update the VES status(e.g., the status about “charge time remaining” during charging thevehicle, and/or “power available from the VES”, etc.)

In FIG. 4A, the method 400 begins at 403 where the TCCS controller isconfigured to determine whether the TCCS needs power. The TCCScontroller can obtain sensed data from TCCS sensors, and determinewhether the TCCS needs power for e.g., an operation such as running oroperating the TCCS to e.g., control the temperature/humidity/airflow(air quality) of the climate controlled space, based on the sensed data.Determining whether the TCCS needs power includes determining a TCCSpower consumption forecast for a TCCS operation and determining therequired energy for the TCCS operation. If the TCCS controllerdetermines that the TCCS energy source can provide sufficient (greaterthan or equal to) power (e.g., based on the charging level of the TCCSenergy storage and/or the available power from other TCCS energysources, etc.) to satisfy the power demand/request of the TCCS operation(e.g., based on the setpoints of temperature and/or humidity and/orairflow, the currently sensed temperature and/or humidity and/or airflowof the climate controlled space, and/or the TCCS system output and/orcapacity), the TCCS controller determines that the TCCS does not needpower, and the method 400 then proceeds to 404. If the TCCS controllerdetermines that the TCCS energy source cannot provide sufficient powerto satisfy the power demand of the TCCS operation, the TCCS controllerdetermines that the TCCS needs power, and the method 400 then proceedsto A.

It will be appreciated that TCCS energy source can include one or moreof an auxiliary energy source (e.g., battery pack), a transportrefrigerant unit (TRU) power source engine, an electric auxiliary powerunit (APU) auxiliary energy storage, a solar power source, a Gensetpower source, a fuel cell power source (which can provide, e.g., DCpower), a micro-turbine with a generator (to provide electrical power),and/or a liftgate energy storage (to provide power for opening/closingliftgate).

It will also be appreciated that the auxiliary energy source can be usedto provide power to the TCCS. The auxiliary energy source can be thepower source of the TCCS if e.g., no engine exists. The TRU power sourceengine can be engine with electric generator and/or inverter and/orconverter. The TRU power source engine can be used to power e.g., HVACRsystem and/or to export power (e.g., AC or DC power via the inverterand/or converter). The Genset power source can be e.g., under-mounted ontrailer.

At 404, the VES controller is configured to determine whether the VESneeds power. The VES controller can obtain sensed data from the vehiclesensors, and determine whether the VES needs power for e.g., anoperation such as driving and/or charging the vehicle, based on thesensed data. If the VES controller determines that the VES energy sourcecan provide sufficient (greater than or equal to) power (e.g., based onthe charging level of the VES energy storage) to satisfy the powerdemand/request of the VES operation (e.g., based on the distance ofdriving, and/or the VES system output and/or capacity), the VEScontroller determines that the VES does not need power, and the method400 then proceeds to 403. If the VES controller determines that the VESenergy source cannot provide sufficient power to satisfy the powerdemand of the VES operation, the VES controller determines that the VESneeds power, and the method 400 then proceeds to B.

It will be appreciated that the VES energy source can include one ormore of a (main) vehicle RESS, a hybrid generator (e.g., rangeextender), charging via DC fast charge or an OBC, and/or an alternator,etc.

It will be appreciated that in FIG. 4A, the VES controller can determinewhether the VES needs power at 404 concurrently or before the TCCScontroller determines that the TCCS needs power at 403. It will also beappreciated that method 400 can proceed from C (see FIG. 4B) to 403and/or from D (see FIG. 4C) to 404.

In FIG. 4B, the method 401 begins at A. It will be appreciated thatmethod 401 can be a part of method 400 or an independent method. Whenmethod 401 is an independent method, the method 401 begins at A and thenproceeds to 405, where the TCCS controller is configured to determinewhether the TCCS needs power. The TCCS controller can obtain sensed datafrom the sensors, and determine whether the TCCS needs power for e.g.,an operation such as running or operating the TCCS to e.g., control thetemperature/humidity/airflow (air quality) of the climate controlledspace, based on the sensed data of the TCCS. If the TCCS controllerdetermines that the TCCS energy source can provide sufficient (greaterthan or equal to) power (e.g., based on the charging level of the TCCSenergy storage and/or the available power from other TCCS energysources, etc.) to satisfy the power demand/request of the TCCS operation(e.g., based on the setpoints of temperature and/or humidity and/orairflow, the currently sensed temperature and/or humidity and/or airflowof the climate controlled space, and/or the TCCS system output and/orcapacity), the TCCS controller determines that the TCCS does not needpower, and the method 401 then proceeds to 410. If the TCCS controllerdetermines that the TCCS energy source cannot provide sufficient powerto satisfy the power demand of the TCCS operation, the TCCS controllerdetermines that the TCCS needs power, and the method 401 then proceedsto 415.

At 410, the two-way communication interface can optionally distributethe TCCS status (e.g., status indicating that TCCS does not need power,a request to disable or turn off ePTO, etc.) from the TCCS controller tothe VES controller. The method 401 then proceeds back to 405. In oneembodiment where the method 401 is a part of method 400, method 401 thenproceeds to C instead of 405.

When method 401 is a part of method 400, the method 401 begins at A andthen proceeds to 415. At 415, the two-way communication interface candistribute the TCCS status (e.g., TCCS needs power, the amount of powerneeded for an operation of the TCCS, the priority level of theoperation, a request to enable or turn on the ePTO, etc.) from the TCCScontroller to the VES controller. The method 401 then proceeds to 420.

At 420, the VES determines whether the VES energy source can providesufficient (greater than or equal to) power (e.g., based on the charginglevel of the VES energy storage) to satisfy the power demand/request ofthe TCCS operation. if the VES controller determines that the VES energysource can provide sufficient power to satisfy the power demand/requestof the TCCS operation, the VES controller determines that VES has poweravailable for the power demand/request of the TCCS operation, and themethod 401 proceeds to 445. If the VES controller determines that theVES energy source cannot provide sufficient power to satisfy the powerdemand/request of the TCCS operation, the VES controller determines thatVES does not have power available for the power demand/request of theTCCS operation, and the method 401 proceeds to 425. It will beappreciated that 425 can be optional, and in such embodiments, themethod 401 proceeds to 430 instead of 425.

At 425, the two-way communication interface can distribute the VESstatus (e.g., the VES does not have power available for the power demandof the TCCS operation, etc.) from the VES controller to the TCCScontroller. The method 401 then proceeds to 430.

At 430, the VES controller validates whether the ePTO can be safelyenabled. For example, when the vehicle's operation is at anon-negotiable priority level (e.g., the vehicle is passing traintracks, performing priority movement, and/or in a limp-home mode), theePTO cannot be safely enabled. If the ePTO can be safely enabled, themethod 401 then proceeds to 440. If the ePTO cannot be safely enabled,the method 401 then proceeds to 435.

At 440, the VES controller enables (or turns on) the ePTO. It will beappreciated that the vehicle system enabling signal can be either on oroff when the ePTO is enabled. The power interface can be configured todistribute power from the VES to the TCCS (for the TCCS operation) viaePTO. The method 401 then proceeds to C (if the method 401 is a part ofthe method 400) or 405.

At 435, the two-way communication interface can distribute informationsuch as an error code (e.g., indicating that the power demand of theTCCS operation cannot be satisfied, etc.) from the VES controller to theTCCS controller. In one embodiment, the two-way communication interfacecan distribute the error code from the VES controller to a userinterface. The user interface can be local to the vehicle or TCCS, orremote from the vehicle or TCCS. The user can be a driver, a fleetmanager, a service person, etc. The error code can be communicated e.g.,over telematics. In one embodiment, a user intervention may be needed toexit from 435 to C or 405 (paths not shown), via e.g., the userinterface.

At 445, the VES controller determines whether the VES energy source canprovide sufficient (greater than or equal to) power (e.g., based on thecharging level of the VES energy storage) to satisfy both the powerdemand/request of the TCCS operation and the power demand/request of theVES operation (e.g., driving the vehicle). If the VES controllerdetermines that the VES energy source can provide sufficient power tosatisfy both the power demand/request of the TCCS operation and thepower demand/request of the VES operation, the VES controller determinesthat VES has enough power for both the power demands, and the method 401then proceeds to 450. If the VES controller determines that the VESenergy source cannot provide sufficient power to satisfy both the powerdemand/request of the TCCS operation and the power demand/request of theVES operation, the VES controller determines that VES does not haveenough power for both the power demands, and the method 401 thenproceeds to 455.

It will be appreciated that the controller can be configured todetermine the power requirements (demand/request) of an operation (e.g.,TCCS and/or VES operation). The power requirements of an operation canbe forecasted energy demands determined by analyzing power demands andtheir current and future durations (of the operation) and a number ofevents (that can contribute to the power demands of the operation). Thecontroller can be configured to determine an energy gap (if any), basedon the forecasted power requirements for the operation and adetermination of the reserved energy available for the operation. Ifthere is an energy gap (the reserved energy available is less than theforecasted power requirements), priority analysis can then be done toreduce the overall energy needed by e.g., reducing the power of thedemand and/or the duration of the power demands of an operation (e.g.,lower priority operation).

At 450, the power interface can be configured to distribute power fromthe VES energy source to the TCCS (for the TCCS operation). The method401 then proceeds to C or 405.

At 455, the VES controller determines whether the TCCS operation has ahigher priority level than the VES operation. If the VES controllerdetermines that the TCCS operation has a higher priority level than theVES operation, the method 401 then proceeds to 460. If the VEScontroller determines that the TCCS operation does not have a higherpriority level than the VES operation, the method 401 then proceeds to435.

The priority level of a TCCS operation and/or the priority level of aVES operation can be predetermined and saved in e.g., a memory of theVES controller and/or the TCCS controller. In one embodiment, thepriority level of a TCCS operation and/or the priority level of a VESoperation can be determined by the VES controller and/or the TCCScontroller, by using the sensed VES data (e.g., the location (includingelevation, altitude, grade/terrain of the route, etc.) of the vehicle(e.g., whether the vehicle is passing a railroad track, etc.), theambient temperature, etc.) and/or TCCS data (the setpoints oftemperature/humidity/airflow and the currently sensedtemperature/humidity/airflow of the climate controlled space), and/or byusing an input from a user (driver, operator, etc.) via the userinterface (and communicated to the VES controller and/or the TCCScontroller). It will be appreciated that in some embodiments, thecontroller can obtain the data (e.g., the sensed data such as thewhether/temperature data, the predetermined priority level data, etc.)via telematics.

Each TCCS operation and VES operation can have a priority level. Eachpriority level can be represented by a unique number indicating an orderof the priority level. For example, a smaller number can indicate ahigher priority level, or a bigger number can indicate a higher prioritylevel.

It will be appreciated that there can be a set of operations that have anon-negotiable priority level (highest priority level). These caninclude, for example, operations that are related to a user's (driver,operator, etc.) safety. For example, when the vehicle is passing arailroad track, completing the passing is a non-negotiable prioritytask/operation. Other examples include when a vehicle is on a high speedhighway with minimum speed limit, driving at a speed exceed the minimumspeed limit is a non-negotiable priority task/operation. It will beappreciated that telematics (e.g., GPS) can be used to obtaininformation (such as sensing train tracks, detecting high speedhighways, etc.) to provide input to the controller to determine whetheran operation has a non-negotiable priority level. There can also be aset of operations that have a negotiable priority level (i.e., thosetasks/operations that can postpone receiving power to higher prioritylevel tasks/operations).

In some embodiments, power demand/request from the TCCS to keep thecargo (e.g., produce, frozen foods, pharmaceuticals, etc.) safe and/orfresh can have different negotiable priorities (e.g., the cargo can beregulated by government bodies or of high economic value). The regulatedloads/cargo can include pharmaceuticals, meat, seafood, produce, diary,and/or frozen foods, etc. (listed in a decreased order of priority).Loads/cargo having high economical value can include beverages, cannedfoods, paint, flowers, and/or plants, etc. (listed in decreased order ofpriority). The regulated loads/cargo have higher priority thanloads/cargo having high economical value.

In some embodiments, a power demand/request from the VES to operate thevehicle can have different negotiable priorities (e.g., charging,driving with a restricted speed, etc. (listed in an increased order ofpriority)).

It will be appreciated that a user interface can be used tointervene/take control/override the priority level of a particularoperation. For example, the user can escalate an operation to a higherpriority level (or deescalate an operation to a lower priority level),and the two-way communication interface can distribute the updatedpriority level from the user interface to the VES and/or TCCScontrollers. The user interface can be implemented via, e.g., an HMI, aninfotainment system (e.g., for the driver), a smartphone app (e.g.,text/status message, etc.), a web page (e.g., for remote users), etc.The user (e.g., driver, operator, etc.) can provide input (regarding thepriority level of the particular operation) via the user interface. Forexample, the user can indicate “safe” (for the vehicle and/or the user)via the user interface to indicate that the vehicle is parked in an offroadway lot, even when the controller determines that the operation ofthe vehicle has a non-negotiable priority level. As such, the prioritylevel of the operation of the vehicle can be deescalated from thenon-negotiable priority level to a level that is lower than the prioritylevel of a TCCS operation (e.g., to maintain the temperature of thecargo at/below the setpoint to save the load). The user can alsoindicate “save load” via the user interface (to escalate the prioritylevel of the TCCS operation to be higher than the priority level of thevehicle operation such as driving) so that in addition to dedicating thevehicle energy to the TCCS, the vehicle can be prevented from moving toconserve energy and the user can be notified to call a recharging/towtruck.

At 460, the power interface can be configured to distribute power fromthe VES energy source to the TCCS (for the TCCS operation) and instructthe vehicle to reduce power consumption. As such, in some embodiments,the VES can be configured to operate in an energy saving mode (becausethe VES does not have enough power for both the TCCS and the VES powerdemands), until e.g., power can be added to the vehicle (e.g., throughcharging, etc.). For example, the two-way communication interface candistribute a warning/notification (e.g., the vehicle needs to be chargedin a predetermined period of time, the vehicle has to be stayed on flatground, etc.) to the user via e.g., the user interface (e.g., an HMI, aninfotainment system (e.g., for the driver), a smartphone app (e.g.,text/status message, etc.), a web page (e.g., for remote users), etc.).The VES can be configured to restricted peak acceleration of thevehicle. The VES can be configured to operate the vehicle with arestricted speed, in a “limp home” mode, etc. The method 401 thenproceeds to C or 405.

Embodiments disclosed herein can e.g., allow power transfer from the VESto the TCCS for autonomous and continuous TCCS operation or batterycharging, especially in a vehicle charging scenario where the poweravailability to ePTO and/or accessory loads (e.g., the TCCS) can belimited or unavailable during certain use conditions. Embodimentsdisclosed herein can help to prevent a load loss condition due to e.g.,insufficient power to operate the TCCS. Embodiments disclosed herein canhelp to ensure the power path to the TCCS remains active, even if thereis no charge demand from the VES. Embodiments disclosed herein can helpto mitigate the risk and preserve critical loads/cargo.

Embodiments disclosed herein do not require additional charge/interfacehardware at a customer depot (e.g., a charging station) to support theTCCS other than the standard vehicle charge interface/port. It will beappreciated that in some embodiments, additional hardware (e.g.,different charging port, etc.) can be used for providing power to theVES and to the TCCS directly, or providing separate plugs/charging portsfor TCCS utility power supply and for the vehicle charging (2-plugsolution), which can require additional infrastructure at the customersite (e.g., the charging station).

Embodiments disclosed herein can help to notify a user when e.g., thepower of the VES and/or TCCS is running low. Embodiments disclosedherein can help with communicating power/charging needs (of the VESand/or TCCS) to other vehicles (e.g., adjacent vehicles, via telematics)for charging optimization and/or power demands. For example, an adjacentvehicle can serve as a charging vehicle when a power demand (from theVES of the vehicle and/or the TCCS) is sent to the adjacent vehicle.

In FIG. 4C, the method 402 begins at B. It will be appreciated thatmethod 402 can be a part of method 400 or an independent method. Whenmethod 402 is an independent method, the method 402 begins at B and thenproceeds to 465, where the VES controller is configured to determinewhether the VES needs power. The VES controller can obtain sensed datafrom the sensors, and determine whether the VES needs power for e.g., anoperation such as driving or charging the vehicle, based on the senseddata. If the VES controller determines that the VES energy source canprovide sufficient (greater than or equal to) power (e.g., based on thecharging level of the VES energy sources, etc.) to satisfy the powerdemand/request of the VES operation (e.g., based on the distance ofdriving, and/or the VES system output and/or capacity), the VEScontroller determines that the VES does not need power, and the method402 then proceeds to 470. If the VES controller determines that the VESenergy source cannot provide sufficient power to satisfy the powerdemand of the VES operation, the VES controller determines that the VESneeds power, and the method 402 then proceeds to 475.

At 470, the two-way communication interface can optionally distributethe VES status (e.g., VES does not need power, etc.) from the VEScontroller to the TCCS controller. The method 402 then proceeds back to465. In one embodiment, where the method 402 is a part of method 400,method 402 then proceeds to D instead of 465.

When method 402 is a part of method 400, the method 402 begins at A andthen proceeds to 475. At 475, the two-way communication interface candistribute the VES status (e.g., VES needs power, the amount of powerneeded for an operation of the VES, the priority level of the operation,etc.) from the VES controller to the TCCS controller. The method 402then proceeds to 480.

At 480, the TCCS controller determines whether the TCCS energy sourcecan provide sufficient (greater than or equal to) power (e.g., based onthe charging level of the TCCS energy storage and/or the available powerfrom other TCCS energy sources, etc.) to satisfy both the powerdemand/request of the VES operation (e.g., driving or charging thevehicle) and the power demand/request of the TCCS operation (e.g., basedon the setpoints of temperature and/or humidity and/or airflow, thecurrently sensed temperature and/or humidity and/or airflow of theclimate controlled space, and/or the TCCS system output and/orcapacity). If the TCCS controller determines that the TCCS energy sourcecan provide sufficient power to satisfy both the power demand/request ofthe VES operation and the power demand/request of the TCCS operation,the TCCS controller determines that TCCS has enough power for both thepower demands, and the method 402 then proceeds to 495. If the TCCScontroller determines that the TCCS energy source cannot providesufficient power to satisfy both the power demand/request of the VESoperation and the power demand/request of the TCCS operation, the TCCScontroller determines that TCCS does not have enough power for both thepower demands, and the method 402 then proceeds to 485.

At 495, the power interface can be configured to distribute power fromthe TCCS energy source to the VES (for the VES operation). The method402 then proceeds to D or 465.

At 485, the TCCS controller determines whether the VES operation has ahigher priority level than the TCCS operation. If the TCCS controllerdetermines that the VES operation has a higher priority level than theTCCS operation, the method 402 then proceeds to 496. If the TCCScontroller determines that the VES operation does not have a higherpriority level than the TCCS operation, the method 402 then proceeds to490. See step 455 of FIG. 4B for description of operation prioritylevels.

At 490, the two-way communication interface can distribute informationsuch as an error code (e.g., indicating that the power demand of the VESoperation cannot be satisfied, etc.) from the TCCS controller to the VEScontroller. In one embodiment, the two-way communication interface candistribute the error code from the TCCS controller to a user interface.The user interface can be local to the vehicle or TCCS, or remote fromthe vehicle or TCCS. The user can be a driver, a fleet manager, aservice person, etc. The error code can be communicated e.g., overtelematics. In one embodiment, a user intervention may be needed to exitfrom 490 to D or 465 (paths not shown), via e.g., the user interface.

At 496, the power interface can be configured to distribute power fromthe TCCS energy source to the VES (for the VES operation). As such, insome embodiments, the TCCS can be configured to operate in an energysaving mode (or “reduced power operational mode”, because the TCCS doesnot have enough power for both the TCCS and the VES power demands). Itwill be appreciated that the TCCS energy source can include an auxiliaryenergy source (e.g., a battery pack), a TRU power source engine, anelectric auxiliary power unit (APU) auxiliary energy storage, a solarpower, a Genset, a fuel cell, a micro-turbine with a generator, and/or aliftgate energy storage, etc, each having a priority level associatedwith a unique number. As such, for the TCCS to operate in an energysaving mode, the power (to be distributed to the VES) can be firstdistributed from the TCCS energy source having a lowest priority levelto the VES. For example, the liftgate energy storage (for operating theliftgate of the cargo space) can have the lowest priority level over theVES operation and/or other TCCS operations, and can be used up first toprovide power to the VES. Next if the Genset is available and notpowering the TRU, which typically indicating the Genset is redundantpower source (e.g., as a backup power source for TCCS climate control)and can be used up to provide power to the VES. Then next if a tightclimate control is not required, the TRU power source (e.g., enginedriven generator, fuel cell power source, auxiliary battery pack, etc.)can be used to provide power to the VES. Then next if there is a trueemergency (e.g., the VES operation has a non-negotiable priority thatmay impact a user's safety, or an override from a user via the userinterface, etc.), all available TCCS power can be used to provide powerto the VES, including allowing the TCCS to lose climate control over thecargo. If the TCCS power provided to the VES is not sufficient for anormal operation of the VES, the vehicle can work in an e.g., “limphome” mode (e.g., with restricted speed, etc.). It will be appreciatedthat running in a reduced operation mode (e.g., “limp home” mode) canlower the power demand over time and thus the energy required for theoperation. The method 402 then proceeds to D or 465.

It will be appreciated that when the power interface distributes powerfrom the TCCS energy source to the VES, the power can be distributed tothe PDU of the vehicle for power distribution. The power interface caninclude an inductive charging type of link through e.g., the fifth wheelhitch, hardwired and rigid or stinger flexible cable, a 7-way trailerpower connector (e.g., multi-pole, JS60 connector), a separate highvoltage DC link, a separate high voltage AC link, etc.

It will also be appreciated that when the power interface distributespower from the TCCS energy source to the VES, consideration can be takenwhen the VES and/or TCCS controller obtains information (e.g., about theclosest charging station) via, e.g., telematics communication link. Assuch, the energy from the TCCS can be available to get the vehicle tothe charging station in time before all TCCS and/or VES energy sourcesare sufficiently discharged. It will be appreciated that future chargingneeds can be based on energy calculation.

It will further be appreciated that when the power interface distributespower from the TCCS energy source to the VES, consideration can be takenwhen the VES and/or TCCS controller determines that the vehicle cane.g., move to a safe location and use available engine (e.g., inTRU/Genset) and/or solar power source to charge the vehicle. During thecharging, the trip of the vehicle can be recalculated (e.g., usingtelematics in concert with e.g., the fleet management, etc.), and thevehicle can be charged to support the newly calculated trip.

Embodiments disclosed herein can help to operate the vehicle when thevehicle lacks power due to e.g., discharging and/or failure of theonboard rechargeable energy storage system, especially when the vehicleis stranded in a location where the vehicle must move from to e.g., waitfor recovery.

FIG. 5 is a chart illustrating different priority levels for negotiabletasks/operations/loads, according to one embodiment.

It will be appreciated that operations that have a non-negotiablepriority level (highest priority level) can include, for example,operations that are related to a user's (driver, operator, etc.) safety.For example, when the vehicle is passing a railroad track, completingthe passing is a non-negotiable priority task/operation. Another exampleis when a vehicle is on a high speed highway with minimum speed limit,driving at a speed exceed the minimum speed limit is a non-negotiablepriority task/operation. Other examples include the vehicle isperforming priority movement and/or in a limp-home mode, battery pack isin unsafe mode (overcharge, over-discharge), etc.

There can also be a set of operations that have a negotiable prioritylevel (i.e., those tasks/operations that can postpone receiving power tohigher priority level tasks/operations, see FIG. 5). The negotiablepriority levels are predetermined (unless being overridden by a user).

As shown in FIG. 5, TCCS to prevent the cargo from being damaged by,e.g., maintaining the temperature of the cargo at or below a setpointtemperature. Cargo can include regulated cargo (pharmaceuticals, meat,seafood, produce, diary, and/or frozen foods, etc., listed in adecreased order of the priority level) and/or cargo having economicalvalue (beverages, canned foods, paint, flowers, and/or plants, etc.,listed in a decreased order of the priority level). The regulated cargohas a higher priority level than the cargo having economical value.

It will be appreciated that different products/cargo can have differentTCCS operational parameters. For example, pharmaceuticals can require adifferent operational mode (tight temperature control) which can be moreenergy intensive than other cargo. Produce such as berries can requireconstant airflow which can require additional energy compared to cargowith discontinuous airflow. As such, the priority level of the regulatedcargo and/or of cargo having economical value can be translated todifferent operational control: tight temperature control, lower setpointtemperature, continuous airflow, cycle sentry, and/or loose temperaturecontrol, etc., listed in a decreased order of power requirement.Similarly, vehicle operations (e.g., uphill, downhill, etc. listed in adecreased order of power requirement.) can have different prioritylevels.

There can further be a set of operations that have a dynamic prioritylevel (random occurring status/event causing change in priority level).For example, for frozen foods, some customers require deep-frozentemperature (e.g., at or around −20° F.) and some customers requirefrozen temperature (e.g., at or around 10° F.). Deep-frozen can be moreenergy intensive than frozen. Such predetermined customer preferencescan be included as a factor to determine operational parameters. Theuser (e.g., driver, operator, etc.) can be presented with thepredetermined customer preferences so that the user can communicate thepreferences with the controller via the user interface, which can causechange in priority level of the TCCS operation (dynamic priority level).

The user can provide input (regarding the priority level of theparticular operation) via the user interface (at any time). As such, thepriority level of the operation can be escalated or deescalated(override the priority level of an operation).

ASPECTS

It is to be appreciated that any of aspects 1-14 can be combined withany of aspects 15-20, and that any of aspects 21-32 can be combined withany of aspects 33-38.

Aspect 1. An interface system for communicating with a vehicle and atransport climate control system (TCCS) that provides climate controlwithin an internal space moved by the vehicle, the interface systemcomprising:

a two-way communication interface that interfaces with a vehicleelectrical system (VES) controller of a VES of the vehicle and a TCCScontroller of the TCCS, and

a power interface that interfaces with a vehicle energy source of theVES to the TCCS,

wherein the two-way communication interface is configured to distributea TCCS status from the TCCS controller to the VES controller, and isconfigured to distribute a VES status from the VES controller to theTCCS controller, and

wherein the power interface is configured to distribute power from thevehicle energy source of the VES to the TCCS when a VES instruction,that is based on the TCCS status, is received from the VES controller.

Aspect 2. The interface system of aspect 1, wherein the power interfaceinterfaces with a TCCS energy source of the TCCS to the VES, and

the power interface is configured to distribute power from the TCCSenergy source to the VES when a TCCS instruction, that is based on theVES status, is received from the TCCS controller.

Aspect 3. The interface system of aspect 2, wherein when the vehicleenergy source of the VES is not sufficient to satisfy a power demand foran operation of the VES, the two-way communication interface isconfigured to distribute the VES status from the VES controller to theTCCS controller.Aspect 4. The interface system of aspect 3, wherein when the TCCS energysource is sufficient to satisfy a power demand for an operation of theTCCS, or a priority level of the operation of the VES is higher than apriority level of the operation of the TCCS, the two-way communicationinterface is configured to receive the TCCS instruction from the TCCScontroller.Aspect 5. The interface system of aspect 4, wherein the priority levelof the operation of the TCCS is determined by a criticality ofpreservation of a load, the load includes regulated loads and/or loadshaving economical value.Aspect 6. The interface system of aspect 5, wherein the regulated loadsinclude pharmaceuticals, meat, seafood, produce, diary, and/or frozenfoods,

wherein the loads having economical value include beverages, cannedfoods, paint, flowers, and/or plants.

Aspect 7. The interface system of any one of aspects 2-6, wherein whenthe TCCS energy source is not sufficient to satisfy a power demand foran operation of the TCCS, the two-way communication interface isconfigured to distribute the TCCS status from the TCCS controller to theVES controller.Aspect 8. The interface system of aspect 7, wherein when the vehicleenergy source of the VES is sufficient to satisfy a power demand for anoperation of the VES, or a priority level of the operation of the TCCSis higher than a priority level of the operation of the VES, the two-waycommunication interface is configured to receive the VES instructionfrom the VES controller.Aspect 9. The interface system of any one of aspects 1-8, wherein whenthe power interface distributes power from the vehicle energy source ofthe VES to the TCCS, the power interface distributes power to the TCCSvia electric power take off (ePTO).Aspect 10. The interface system of any one of aspects 2-9, wherein theTCCS energy source includes an auxiliary battery pack, a transportrefrigerant unit (TRU) power source engine, an electric auxiliary powerunit (APU) auxiliary energy storage, a solar power, a Genset, a fuelcell, a micro-turbine with a generator, and/or a liftgate energystorage.Aspect 11. The interface system of any one of aspects 1-10, wherein thetwo-way communication interface includes a Controller Area Network(CAN).Aspect 12. The interface system of any one of aspects 1-11, wherein thetwo-way communication interface includes telematics.Aspect 13. The interface system of any one of aspects 1-12, wherein whenthe power interface is configured to distribute power from the vehicleenergy source of the VES to the TCCS, the power is determined based oncurrent and forecasted power demands of the TCCS that form an energyrequirement.Aspect 14. The interface system of any one of aspects 1-13, wherein theTCCS controller and/or the VES controller are configured to determine acombination of available vehicle energy and available TCCS energy.Aspect 15. A method for interfacing between a vehicle and a transportclimate control system (TCCS) that provides climate control within aninternal space moved by the vehicle, the method comprising:

a two-way communication interface communicating with a vehicleelectrical system (VES) controller of a VES of the vehicle;

the two-way communication interface communicating with a TCCS controllerof the TCCS;

a power interface interfacing with a vehicle energy source of the VES;

the two-way communication interface distributing a TCCS status from theTCCS controller to the VES controller and/or distributing a VES statusfrom the VES controller to the TCCS controller; and

the power interface distributing power from the vehicle energy source tothe TCCS when a VES instruction, that is based on the TCCS status, isreceived from the VES controller.

Aspect 16. The method of aspect 15, further comprising:

the power interface interfacing with a TCCS energy source of the TCCS;and

the power interface distributing power from the TCCS energy source tothe VES when a TCCS instruction, that is based on the VES status, isreceived from the TCCS controller.

Aspect 17. The method of aspect 16, further comprising:

when the vehicle energy source of the VES is not sufficient to satisfy apower demand for an operation of the VES, the two-way communicationinterface distributing the VES status from the VES controller to theTCCS controller.

Aspect 18. The method of aspect 17, further comprising:

when the TCCS energy source is sufficient to satisfy a power demand foran operation of the TCCS, or a priority level of the operation of theVES is higher than a priority level of the operation of the TCCS, thetwo-way communication interface receiving the TCCS instruction from theTCCS controller.

Aspect 19. The method of any one of aspects 16-18, further comprising:

when the TCCS energy source is not sufficient to satisfy a power demandfor an operation of the TCCS, the two-way communication interfacedistributing the TCCS status from the TCCS controller to the VEScontroller.

Aspect 20. The method of aspect 19, further comprising:

when the vehicle energy source of the VES is sufficient to satisfy apower demand for an operation of the VES, or a priority level of theoperation of the TCCS is higher than a priority level of the operationof the VES, the two-way communication interface receiving the VESinstruction from the VES controller.

Aspect 21. An interface system for communicating with a vehicle and anelectrically powered accessory (EPA), the EPA configured to be used withat least one of the vehicle, a trailer, and a transportation container,the interface system comprising:

a two-way communication interface that interfaces with a vehicleelectrical system (VES) controller of a VES of the vehicle and an EPAcontroller of the EPA, and

a power interface that interfaces with a vehicle energy source of theVES to the EPA,

wherein the two-way communication interface is configured to distributean EPA status from the EPA controller to the VES controller, and isconfigured to distribute a VES status from the VES controller to the EPAcontroller, and

wherein the power interface is configured to distribute power from thevehicle energy source of the VES to the EPA when a VES instruction, thatis based on the EPA status, is received from the VES controller.

Aspect 22. The interface system of aspect 21, wherein the powerinterface interfaces with an EPA energy source of the EPA to the VES,and

the power interface is configured to distribute power from the EPAenergy source to the VES when an EPA instruction, that is based on theVES status, is received from the EPA controller.

Aspect 23. The interface system of aspect 22, wherein when the vehicleenergy source of the VES is not sufficient to satisfy a power demand foran operation of the VES, the two-way communication interface isconfigured to distribute the VES status from the VES controller to theEPA controller.Aspect 24. The interface system of aspect 23, wherein when the EPAenergy source is sufficient to satisfy a power demand for an operationof the EPA, or a priority level of the operation of the VES is higherthan a priority level of the operation of the EPA, the two-waycommunication interface is configured to receive the EPA instructionfrom the EPA controller.Aspect 25. The interface system of aspect 24, wherein the priority levelof the operation of the EPA is determined by a criticality ofpreservation of a load, the load includes regulated loads and/or loadshaving economical value.Aspect 26. The interface system of aspect 25, wherein the regulatedloads include pharmaceuticals, meat, seafood, produce, diary, and/orfrozen foods,

wherein the loads having economical value include beverages, cannedfoods, paint, flowers, and/or plants.

Aspect 27. The interface system of any one of aspects 22-26, whereinwhen the EPA energy source is not sufficient to satisfy a power demandfor an operation of the EPA, the two-way communication interface isconfigured to distribute the EPA status from the EPA controller to theVES controller.Aspect 28. The interface system of aspect 27, wherein when the vehicleenergy source of the VES is sufficient to satisfy a power demand for anoperation of the VES, or a priority level of the operation of the EPA ishigher than a priority level of the operation of the VES, the two-waycommunication interface is configured to receive the VES instructionfrom the VES controller.Aspect 29. The interface system of any one of aspects 21-28, whereinwhen the power interface distributes power from the vehicle energysource of the VES to the EPA, the power interface distributes power tothe EPA via electric power take off (ePTO).Aspect 30. The interface system of any one of aspects 22-29, wherein theEPA energy source includes an auxiliary battery pack, a transportrefrigerant unit (TRU) power source engine, an electric auxiliary powerunit (APU) auxiliary energy storage, a solar power, a Genset, a fuelcell, a micro-turbine with a generator, and/or a liftgate energystorage.Aspect 31. The interface system of any one of aspects 21-30, wherein thetwo-way communication interface includes a Controller Area Network(CAN).Aspect 32. The interface system of any one of aspects 21-31, wherein thetwo-way communication interface includes telematics.Aspect 33. A method for interfacing between a vehicle and anelectrically powered accessory (EPA), the EPA configured to be used withat least one of the vehicle, a trailer, and a transportation container,the method comprising:

a two-way communication interface communicating with a vehicleelectrical system (VES) controller of a VES of the vehicle;

the two-way communication interface communicating with an EPA controllerof the EPA;

a power interface interfacing with a vehicle energy source of the VES;

the two-way communication interface distributing an EPA status from theEPA controller to the VES controller and/or distributing a VES statusfrom the VES controller to the EPA controller; and

the power interface distributing power from the vehicle energy source tothe EPA when a VES instruction, that is based on the EPA status, isreceived from the VES controller.

Aspect 34. The method of aspect 33, further comprising:

the power interface interfacing with an EPA energy source of the EPA;and

the power interface distributing power from the EPA energy source to theVES when an EPA instruction, that is based on the VES status, isreceived from the EPA controller.

Aspect 35. The method of aspect 34, further comprising:

when the vehicle energy source of the VES is not sufficient to satisfy apower demand for an operation of the VES, the two-way communicationinterface distributing the VES status from the VES controller to the EPAcontroller.

Aspect 36. The method of aspect 35, further comprising:

when the EPA energy source is sufficient to satisfy a power demand foran operation of the EPA, or a priority level of the operation of the VESis higher than a priority level of the operation of the EPA, the two-waycommunication interface receiving the EPA instruction from the EPAcontroller.

Aspect 37. The method of any one of aspects 34-36, further comprising:

when the EPA energy source is not sufficient to satisfy a power demandfor an operation of the EPA, the two-way communication interfacedistributing the EPA status from the EPA controller to the VEScontroller.

Aspect 38. The method of aspect 37, further comprising:

when the vehicle energy source of the VES is sufficient to satisfy apower demand for an operation of the VES, or a priority level of theoperation of the EPA is higher than a priority level of the operation ofthe VES, the two-way communication interface receiving the VESinstruction from the VES controller.

The terminology used in this specification is intended to describeparticular embodiments and is not intended to be limiting. The terms“a,” “an,” and “the” include the plural forms as well, unless clearlyindicated otherwise. The terms “comprises” and/or “comprising,” whenused in this specification, specify the presence of the stated features,integers, steps, operations, elements, and/or components, but do notpreclude the presence or addition of one or more other features,integers, steps, operations, elements, and/or components.

With regard to the preceding description, it is to be understood thatchanges may be made in detail, especially in matters of the constructionmaterials employed and the shape, size, and arrangement of parts withoutdeparting from the scope of the present disclosure. This specificationand the embodiments described are exemplary only, with the true scopeand spirit of the disclosure being indicated by the claims that follow.

What is claimed is:
 1. An interface system for communicating with a vehicle and a transport climate control system (TCCS) that provides climate control within an internal space moved by the vehicle, the interface system comprising: a two-way communication interface that interfaces with a vehicle electrical system (VES) controller of a VES of the vehicle and a TCCS controller of the TCCS, and a power interface that interfaces with a vehicle energy source of the VES to the TCCS, wherein the two-way communication interface is configured to distribute a TCCS status from the TCCS controller to the VES controller, and is configured to distribute a VES status from the VES controller to the TCCS controller, and wherein the power interface is configured to distribute power from the vehicle energy source of the VES to the TCCS when a VES instruction, that is based on the TCCS status, is received from the VES controller.
 2. The interface system of claim 1, wherein when the power interface is configured to distribute power from the vehicle energy source of the VES to the TCCS, the power is determined based on current and forecasted power demands of the TCCS that form an energy requirement.
 3. The interface system of claim 1, wherein the TCCS controller and/or the VES controller are configured to determine a combination of available vehicle energy and available TCCS energy.
 4. The interface system of claim 1, wherein the power interface interfaces with a TCCS energy source of the TCCS to the VES, and the power interface is configured to distribute power from the TCCS energy source to the VES when a TCCS instruction, that is based on the VES status, is received from the TCCS controller.
 5. The interface system of claim 4, wherein when the vehicle energy source of the VES is not sufficient to satisfy a power demand for an operation of the VES, the two-way communication interface is configured to distribute the VES status from the VES controller to the TCCS controller.
 6. The interface system of claim 5, wherein when the TCCS energy source is sufficient to satisfy a power demand for an operation of the TCCS, or a priority level of the operation of the VES is higher than a priority level of the operation of the TCCS, the two-way communication interface is configured to receive the TCCS instruction from the TCCS controller.
 7. The interface system of claim 6, wherein the priority level of the operation of the TCCS is determined by a criticality of preservation of a load, the load includes regulated loads and/or loads having economical value.
 8. The interface system of claim 7, wherein the regulated loads include pharmaceuticals, meat, seafood, produce, diary, and/or frozen foods, wherein the loads having economical value include beverages, canned foods, paint, flowers, and/or plants.
 9. The interface system of claim 4, wherein when the TCCS energy source is not sufficient to satisfy a power demand for an operation of the TCCS, the two-way communication interface is configured to distribute the TCCS status from the TCCS controller to the VES controller.
 10. The interface system of claim 9, wherein when the vehicle energy source of the VES is sufficient to satisfy a power demand for an operation of the VES, or a priority level of the operation of the TCCS is higher than a priority level of the operation of the VES, the two-way communication interface is configured to receive the VES instruction from the VES controller.
 11. The interface system of claim 1, wherein when the power interface distributes power from the vehicle energy source of the VES to the TCCS, the power interface distributes power to the TCCS via electric power take off (ePTO).
 12. The interface system of claim 4, wherein the TCCS energy source includes an auxiliary battery pack, a transport refrigerant unit (TRU) power source engine, an electric auxiliary power unit (APU) auxiliary energy storage, a solar power, a Genset, a fuel cell, a micro-turbine with a generator, and/or a liftgate energy storage.
 13. The interface system of claim 1, wherein the two-way communication interface includes a Controller Area Network (CAN).
 14. The interface system of claim 1, wherein the two-way communication interface includes telematics.
 15. A method for interfacing between a vehicle and a transport climate control system (TCCS) that provides climate control within an internal space moved by the vehicle, the method comprising: a two-way communication interface communicating with a vehicle electrical system (VES) controller of a VES of the vehicle; the two-way communication interface communicating with a TCCS controller of the TCCS; a power interface interfacing with a vehicle energy source of the VES; the two-way communication interface distributing a TCCS status from the TCCS controller to the VES controller and/or distributing a VES status from the VES controller to the TCCS controller; and the power interface distributing power from the vehicle energy source to the TCCS when a VES instruction, that is based on the TCCS status, is received from the VES controller.
 16. The method of claim 15, further comprising: the power interface interfacing with a TCCS energy source of the TCCS; and the power interface distributing power from the TCCS energy source to the VES when a TCCS instruction, that is based on the VES status, is received from the TCCS controller.
 17. The method of claim 16, further comprising: when the vehicle energy source of the VES is not sufficient to satisfy a power demand for an operation of the VES, the two-way communication interface distributing the VES status from the VES controller to the TCCS controller.
 18. The method of claim 17, further comprising: when the TCCS energy source is sufficient to satisfy a power demand for an operation of the TCCS, or a priority level of the operation of the VES is higher than a priority level of the operation of the TCCS, the two-way communication interface receiving the TCCS instruction from the TCCS controller.
 19. The method of claim 16, further comprising: when the TCCS energy source is not sufficient to satisfy a power demand for an operation of the TCCS, the two-way communication interface distributing the TCCS status from the TCCS controller to the VES controller.
 20. The method of claim 19, further comprising: when the vehicle energy source of the VES is sufficient to satisfy a power demand for an operation of the VES, or a priority level of the operation of the TCCS is higher than a priority level of the operation of the VES, the two-way communication interface receiving the VES instruction from the VES controller. 